Internal-combustion engine.



J.-E. GOGHRAN.

INTERNAL COMBUSTION ENGINE.

LIOATION FIIPED MAY 18, 1911.

1,103,488. Patented July 14,1914.

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\ CMan E. GOGHR'AN. INTERNAL OOMBUSTION ENGINE.

APPLICATION FILED MAY 18, 1911 Patented July 14, 1914.

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UNI ED STATES PA ENT oFFIoE.

4 Josnrnn. COGHRAN, or ELKHART, INDIANA, ASSIGNORT'O STUART w; beer-IRAN AfNli 1 JOSEPH T. COCI-IRAN, BOTH or" ELKHART, INDIANA.

INTERNAL-COMBUSTION ENGINE.

Specification of Letters Patent. Application filed ma 18', 19'11. Seriai no.- 62715565.

Patented J ul-y 14, 1914.

Elkha'rt, in'the county of Elkhart and State of Indiana,- have inventedcertain new and useful Improvements in Internal-Combus-' tion Engines,- of which the following is a full," clear, and exact speclfication.

' This invention relates more particularly to the two-cycle type of internal combustion men of the parts shown in Fig. 3

engines; In my pending application No..

565,176, filedJune 6, 1910, I have shown, de

scribed and claimed a two-cycle type of engine embodying certain improvements in the means for facilitating the introduction of the charge of gas,- and the outlet of the burnt gases of exhaust;one of the features of which is an apertured piston having one or more lateral ports adapted to register with one or more exhaust portsformed at diflerent points around the circumference of the cylinder, so that 'whilethe new chargeof gas'is entering the cylinder, the old charge.

or burnt gases may escape in a different path through the piston. Substantially the same feature of improvement is shown in the present application, though not claimed,

excepting in combination with the improvements of the present invention, which relate more particularly 'tothe meansfor compressing the charge and introducing the same into the explosionspac'e of the cylinder. I The primary object of my present invention is to provide an improved valvele'ss form of internal combustion engine in which the charge is introduced under more or less compression produced by a shoul dered or compressor piston moving unison with the Working piston in a special cyl inder or chamber provided therefor.

'Anoth'er object; of this invention is to pro- .videan improved valveless form of two'- cycle internal combustion engines of the plural cylinder type, in which the charge for one engine or cylinder is introduced by the cornpressor piston of the other cylin--' der, thus reducing liability of premature ex plosion;

@ther' objects of the invention will a'ppear from the subjoined description and the accompanying drawings forming part olf this specification.

he invention consists in the featnres of the claims der's respectively. vided with means for admitting a charge of explosive mixture, preferably consisting the space between said intake ports.

improvement and combinations set forth in In the said eawin grigur 1 is a diagrammatic vertical section of an engine consisting of two cylinders and theirs-cont plenient of a ropriate parts. Fig. 2" is a vertical transverse' section taken through ne of'the cylinders in Fig. 1 on the line 2-2. Fig. '3 is a plan" section of one of the cylinders and Fig. 4 is a vertical. sec- 5 and 6 are the Working cylinders, and 7 and 8' are the w'orkin pistons in the cylinl i ach cylinder is proof a plurality of intake ports 9, arranged at intervals around the circumference ofthe cylinderand o-p'emn 1 ronnding manifold c ar'n'ber or passage 10.,

directly into a sur- Eac'h workin cylinder-is also provided with means for eiausting the burnt gases, preferably consisting of a plurality of exhaust ports Ii, which are arranged in a different plane extending transversely to the axis of the cylinder from the plane in which the intake ports 9 are situated, but the exhaust ports 11 are arranged in lines extending parallel with the axis of the cylinder between the intake ports 9' andin line with The exhaust ports 11 are also connected with asurrounding manifold chamber or passage- 12, and this is preferably provided with a plurality of outlets, which may be located on opposite sides of the engine, as shown in Fig. 2-, and connected b pipes or passages 13 b}: with a single si encer 15 thus giving the exhaust freedom of outlet from sibility of back pressure.

The inner end of the working piston in with a recessjldiand this is surrounded by an anniilar flange "17, forming an annular space 18-w-ith'the wal1 of the cylinder. When the piston is at the outer end of its manifold chamber 12, and avoiding the poseach of the working cylinders is provided stroke, or at a point where it is when it is 3 time to admit the new charge, this annular flange, whose outer face is rou'nded, comes "directly opposite the intake ports 9 and forms a deflector-for driving" the incomingv 'char'g'e npwardly' in streams or a tubular current surrounding the flange" 17, and re? --maining more or less adjacentto the walls of the cylinder until the upper end of this tubular current strikes the dome of the cylinder, which latter is curved, as shown in Fig. 1, and if desired may be provided with a central protuberance 18* adapted to direct i the edges of the tubular current in a downward direction at the center'of the cylinder, thereby forming a downward current sur- 18 rounded by the walls of this upward tubular current, and which downward current serves to drive the burnt gases into the recess or cavity 16 of the piston, whence they discharge through one or more exhaust ports 19 extending laterally through the sides of the piston in register with the exhaust ports 11 in the'cylinder. The exhaust ports 19, however, are so proportioned and arranged that they pass between the intake 2 ports 9 and do not overlap the latter, and

as -a consequence the exhaust is prevented from taking 'place until the ports 11-19 come into registein The ports may be so proportioned and arranged that the 'cyliir' der will be sufiiciently relieved of the hot gases before the intake ports 9 are uncovered by the piston, to avoid the possibility of backfiring in the manifold chamber 10, but if desired the ports 9 may be guarded inside the manifold chamber by means of perforated guards or shields composed of the annular flange 17 when the latter rises during the upward stroke of the piston, because by this arrangement it will be seen the igniter points or electrodes of the spark plug will be enveloped by the fresh gases contained in the annular space 18, and the possibility of missing on account of dead gases being contiguous to the igniter at the time when the ignition should occur will be avoided, even though all of the dead gases might not have been driven out of the cavity 16.

Secured to each of the working pistons 78, in coaxial relation thereto, is. a compressor piston 21, which is considerably larger in diameter than the working piston,

so as to form a shoulder for drawing in and compressing the charge in a compres sor chamber 22, which is of cylindrical. form and arranged in coaxial relation to the working cylinder, one of these compressor chambers being of course provided for each of the working cylinders. Each compressor chamber 22 is provided with a discharge port 23 and a means for admitting the explosive mixture or charge, preferably con-' sisting of a plurality of inlet ports 24, opening into a manifold chamber 25, surrounding the compressor chamber and connected to a carbureter 26. One of these carbureters may beand preferably islocated at each side of the manifold chamber 25, and they are of equal capacity, each capableof supplying the engine with the requisite amount of explosive mixture, but provided with means (such as valve or cutoff 27) whereby either may be shut 011 when the other is working, thus providing against loss of time in the event of accident to either carbureter. The discharge port 23 of one compressor chamber is connected to the intake ports of the working cylinder belonging to the other compressor chamber by a passage 28, one for each. cylinder, which are illustrated on the drawings diagrammatically for the sake of simplicity, so that while the working piston 7, for example, is making its compression stroke or moving inwardly, the compressor piston 21 belonging to that working piston will be forcing a charge out of the compressor rliamberin which it works into the passage 28 and the manifold passage 10 of the adjacent cylinder, thus storing the ex plosive mixture under compression in these passages, ready to expand into the working cylinder 8 the instant the piston in that cylinder uncovers the intake ports 9 thereof, whereupon the charge ascends along the walls of cylinder 8 in the form of'a hollow. or tubular current, as before explained. When the compressor piston which is associated with the working piston 7 again descends or moves outwardly in its compressor chamber 22, the intake ports 9 of cylinder 6 will be covered by the piston 8, and consequently a partial vacuum will be created in co pressor chamber 22 under the cylinder 5. As the compressor piston 21 uncovers the inlet ports 24, however, this partial vacuum will be supplied by the explosive mixture drawn in from one or the other of the carbureters and the manifold 25, thus filling compressor chamber 22 with air and com bustible vapor, which is forced therefrom by. the next upwardor inward stroke ofthe v compressor piston .through the discharge port 23, as before explained.

The pistons belonging to one side of the engine are of course operatively connected ,with' those belonging to the other side in the usual or some suitable way, the usual way being to connect them by connecting rods 29 to cranks 3031, of crank shaft 32 illustrated diagrammatically, and the en gine being a two cycle engine these cranks are set opposite one another or arranged substantially 180 degrees apart, as the ignition occurs in each cylinder every time its piston reaches the end of its inward or up ward stroke, or is about to do so, the point of ignition beingcontrolled, as usual, by

ticular arrangement of the intake ports with relation to the exhaust ports in association with the piston having an outlet therethrough for the exhaust. It will also be seen that by 'the employment of outlet through the piston for the exhaust and the surrounding deflector for the incoming charge, two defined passages are established for the fresh charge and the burnt gases,

' thus giving a further advantage, in addition to the liberal exhaust port area, in that it relieves the cylinder quickly of the heat and burnt gases, and reduces the liability of premature'explosion to the minimum. It will also be seen that by the employment of the surrounding or annular deflector flange 17, the very serious objection to two cycle engines of blowing the lubricating oil out through the exhaust when the edge of the piston passes the exhaust ports, is entirely overcome, as the annular space or cavity 18 serves to retain the lubricating oil which runs down the Walls of the cylinder, and prevents the same from reaching the exhaust ports.

What I claim is:

1. In a two-cycle internal combustion engine, the combination of a pair of working cylinders, each haying fuel intake and exhaust ports and independent manifold cham bers common to said intake and exhaust ports, a compressor chamber associated with each of said working cylinders, having fuel inlet and discharge ports arranged in difi erent planes, said discharge port in each compressor chamber being connected with the intake manifold of the working cylinder associated with the other compressor chamber, a manifold common to the inlet ports of each compressor chamber, a carbureter common to the manifolds of the compressor chamber inlet ports, a working piston in each working cylinder and a compressor piston connected therewith in each compressor chamber for covering and uncovering the fuel inlet ports I thereof, and drawing a charge of fuel thereinto through-such inlet ports, and expelling the charge through the discharge ort of such chamber, two connected cran s, one connected with one working piston and its associated compressor piston, and the other I with the other workingpiston and its associated compressor piston, whereby the piston connected with one crank will maintain a definite relation to those connected with the other, the compressor piston of one crank being so disposed with relation to the working piston of the other crank that it will intercept communication between the inlet and discharge ports of its chamber when the inlet port of the other compressor chamber is uncovered by its compressor piston.

2. In a two-cycle internal combustion engine, the combination of a working cylinder, having a plurality of intake ports situated at intervals around its periphery, and a plurality of exhaust ports situated at intervals around its periphery in a plane removed from the plane in which said intake ports are situated, and arranged respectively in lines parallel with the axis of the cylinder and extending between said intake ports, .a working piston in said cylinder having a recessed end and reduced in external diameter, a plurality of lateral ports connected with such recess and adapted to register with said exhaust ports and to be covered by the spaces between said intake ports during a portion of the stroke of the piston.

3. In an internal combustion engine, the combination of a working cylinder, having a plurality of intake ports, a manifold forming a common chamber connected with said ports, a plurality of carbureters of equal ca- 

